Hose coupling



Set. 9, 1924: r 1,508,307

C. E. TALLY HOSE COUPLING Filed July 11. 1923 3 Sheets-Sheet 1 E N Q INVENTOR w flmaa ATTORNEY WITNESS Sept. 9

WITNESS E6 c. E. TAl LY HOSE couPLiue Filed July 11. 1923 3 Sheets-Sheet 2 vwzzrz'zu ATTORNEY IN ENTOR Sept. 9,1924. 1,508,307

C.- E. TALLY I- IOSE COUPLING Filed July 11. 1923' 3 Sheets-Sheet 5 WIT III

6 07"; Ta INVENTORY Arroniln wnncsswa CARL E. TALLY, or caawronn, TEXAS, assurance on one-net's nznnn, or-onnnunnn, TEXAS. I. I

HOSE COUPLING.

Application filed July 11; 1923. Serial nonsense.

' To all whom it may concern: 7

Be it'known that I, CARL E. TALLY, residing at Crawford, inthe county of McLennan and State of Texas, have invented new and useful Improvements in Hose Couplings, of which the following is a specification.

This invention relates to automaticcouplers for railway cars, locomotives and the like, wherem use is made of air brake ant pipes. supporting the means utilized for au- 'tomatic control of the air and steam valves so thatthe latter are opened when the cars are coupled, and closed when the cars are disconnected.

other objects and advantages of theinvention will appear when the following detail description istaken in connection with the accompanying drawings, the invention residing in the combination, constructlon and arrangement of arts as clalmed. In the drawlngs forming part of this application like numerals of reference 1 nd1- catethe similar parts in the several views and wherein Figure 1 is a top plan view showing the normal position of the'parts. Figure 2 is a sidelelevation showmg the connection betweenhose connection with the train linepipe and the particular location of the valves. Figure 3 is'a view similar to Figure 1 howing the. position of parts when the cars are coupled. I

Figure a is a sectionalviewtaken through the coupling heads showing the position thereof prevlous to positive engagement.

7 7 of Figure 3.

Figure 5 is an enlarged sectional view Figure 8 is a sectiontaken on line 8.8 ofFigure 1. f Figure 9 is plan view of. one of the coupling heads. F ig. 10 is an enlarged detail'viewshowing parts of the automatic control-mechani sm, g Referring to the drawings in detail 10 in dicates the coupling'heads carried bythe adjacent ends of the cars to-be coupledand associated with the shaft 11. Eachof these heads is substantially of diamond-shaped formation and each head atan angle with respect to the shafts 11, while projecting from the confronting faces of said he ds are flanges 12, the flanges of one head being arranged above the flanges of the other head, so that. when the carsapproach each other one-half of each head is fitted between the flanges carried by the opposite ro usna'ro n.

head and in this manner a rigid connection is provided between the said heads as will be readily apparent. Each shaft 11 is of rectangular formation in cross section and slides through a frame 13 rigidly attached to the car in any suitable manner, and which I frame includes depending brackets 14 arranged at the oppositesidesof the shafts 11 and having journaled therein a roller 15contactingithe shaft to assure freeand easy movement of the latter. Carried by the shafts 11 adjacent the heads 10 is a collar 16 against which bears one end of a coiled spring 17, the latter encircling the shafts 11 and having its opposite end bearing against the frame 13 fora purpose to be hereinafter described. Arranged at the opposite side, of the frame 13 andalso carried by the shaft 11 is a collar- 18 which limits the-movement oflthe shaftv in one direction. under th influence of the spring. 17 by coming. in contact with the fixed frame 13 shown. 20 indicates. rubber couplings or gaskets 7 arranged at theends of the train line pipes which are associated with the coupling heads 10, these couplings being arranged substantially flush with the face of said heads and affording both an air and water tight connection between the pipes of the adjacent oars upon sufficient. pressure exerted by the springs 17 It will be-noted that theopposite end of each head 10 is offset as at 10 so that when the heads are brought into contacting en'- gagement with each other incident to. the

coupling operation, the offset extremities hold the rubber couplings 20 spaced until these couplings are brought into axial alignment at which time the offset extremities of the respective plates fit one above the other to allow the plates to be moved toward each other into coupling position. In this manner the rubber couplings 20 are not in any way injured during the coupling operation, and are never brought into contacting engagement with each other until the offset extremities of the respective plates are seated, at which time the couplings 20 are directly opposite.

The train line pipes are arranged adjacent the shaft 11, and the air brake pipe is indicated at 21 and the steam heating pipe at 22, and these pipes include flexible hose sections 23 which are connected with the train line pipe in a manner clearly shown. The invention as hereinabove states is susceptible for use in connection with passenger or freight cars, and when used in connection with freight cars the steam 1s cut off by means of valves 24 which are asso ciated with the steam pipe 22 and actuate the hand levers 25. The air brake pipe 21 is of course not equipped with one of these hand actuated valves. The pipe 21 as well as the steam pipe 22 are equlpped with automatically controlled valves 25 which are associated with said pipe at a point rearwardly of the frame 13. A yoke 26 is associated with one of the valves 25 and actuated by means of a lever 27, this lever being connected with the remaining two valves 25.

The lever 27 is connected to the adjacent end of two springs 28 and 29 respectively, the opposite end of the spring 28 being connected with a collar 30 carried by the end ofthe shaft 11, while the corresponding extremity of the spring 29 is associated with the collar 18 fixed to said shaft, the springs 28 and 29 are of equal strength and alternately function to open and close the valves 25 automatically with the coupling and uncoupling of the cars. In other words, when the shaft 11 is moved in one direction incident to the coupling of the cars the spring- 28 is tensioned to exert a pull upon the lever 27, and by reason of its connection with the valves 25 the latter are opened. l/Vhen the shaft 11 is moved in an opposite direction incident to the uncoupling of the cars the spring 29 functions to exert a pull upon the lever 27 to automatically close the valves 25.

For the purpose of centralizing the shaft 11, I make use of a plurality of springs 32, there being preferably three of these springs arranged in triangular relation and all having their corresponding extremities terminally secured to the collar 30 carried by the shaft 11, while the outer ends of these springs are fastened to a rigid frame 33 secured to the car in any suitable manner. These springs also serve to hold the coupling heads in proper alinement to insure proper connection between the coupling heads when the cars are coupled.

It frequently happens that when a train is coupled to a car, the cylinders of the air brake system on said car are exhausted, and it is my purpose to provide a means whereby the cylinders can be replenished with air from the air line pipe of the train, but in a manneri which will not effect the air brake system of the train in any way, so as to apply the. brakes on the various cars of the train. In carrying out the invention in this respect I provide a pipe 35 which establishes communication between the air line pipe of the system and a cylinder 36.

A piston 37 is arranged to reciprocate within this cylinder and which has associated therewith a piston rod 38. This rod extends through one end of the cylinder and is pivoted as at 39 to connect a link 40 which provides a connection between the piston rod 38 and a segment 43, the latter being pivoted as at 42. The curved or cam like edge 43 of the segment is arranged directly in advance of the levers 27 which controls the valve 25', this lever being of course under the control of the springs 28 and 29 respectively as above stated. A spring 44 surrounds the piston rod 38 and tends to hold the piston 37 in the position shown in Figure 10, or in a manner whereby the segment 41 is arranged to retard the movement of the lever 27 in a direction to open up the valve 25, so that the air from the system is not allowed to enter the cylinders of the car being coupled in a manner which would apply the brakes to the remaining cars of the train. In practice when the car is being coupled to the train, the lever 27 is actuated in the manner described to open the valve 25 and it is limited in its movement by reason of the fact that it is brought into contact with the adjacent edge 43 of the segment. The valve is thus allowed to remain open a degree to permit the air from the train line to gradually enter the cylinder of the car being coupled, but as will be obvious a portion of this air enters the pipe 35 and the cylinder 36. When the pressure in the cylinder is great enough to overcome the tension of the spring 34 the piston is moved toward that end of the cylinder opposite from that which it occupies in Figure 10. As the piston is moved in this direction, the segment is moved upon its pivot in a direction away from the lever 27 until the lower edge of the segment is above the lever, whereupon the latter is free to move the full extent of its movement under the influence of the spring 28 and thus fully open the valve 25. It will be noted that the link is associated with the segment 41 by a slot and pin connection 45, which allows the segment to be slightly elevated inde pendently of any movement of the piston, as the lever 27 moves along the edge 46 of the segment. When the cars are coupled, the spring 29 functions to return the lever 27 to its normal position, while the spring l4 returns the piston 37 and its associated parts to their normal positions.

While it is believed that from the foregoing description, the nature and advantages of the invention will-be readily apparent, I desire to have it understood that I do not limit myself to what is herein shown and described and that such changes maybe resorted to when desired as fall within the scope of what is claimed.

l/Vhat I claim is 1. An automatic coupler of the class described comprising a coupling head, a shaft supporting said head and mounted for sliding movement, an expansion spring surrounding said shaft, a plurality of pipes terminally connected with said head, valves in said pipes, means for automatically opening and closing said valves upon movement of said shaft in opposite directions, a lever included in said means, and opposed springs having their adjacent extremities connected with said lever as and for the purpose specified.

2. An automatic coupler of the class described comprising a coupling head, a spring pressed shaft supporting said head and mounted for sliding movement, a frame through which said shaft slides, a roller 'journaled in said frame and upon which said shaft reposes, a plurality of pipes terminally connected with said head, a valve for each pipe, means for operating said valve simultaneously including a lever associated with said valves, resilient means carried bysaid shaft and connected with said lever whereby said valve is automatically opened and closed upon movement of the shaft in reversed directions and manually operable valves arranged in certain of said pipes for the purpose specified.

3. An automatic car coupler of the class described including a plurality of coupling heads, a spring pressed shaft associated with each head, aplurality of pipes terminally connected with said heads, valves arranged in each pipe, means carried by said shaft for automatically closing said valves upon reverse sliding movements of said shaft, and means automatically operable to gradually open the valve in the air line when coupling the car to replenish the cylinders thereof with air without applying the brakes to the remaining cars of the train.

4. An automatic coupler of the character described, comprising a coupling head, a

shaft supporting said head and mounted for sliding movement, an expansion spring surrounding said shaft, a plurality of pipes terminally connected with said head, valves in said pipes, means for automatically opening and closing other valves upon movement of said shaft in opposite directions, said means including a lever, opposed springs having their adjacent extremities connected with said lever, means for retarding the move ment of the lever in one direction to open the valve when the train is being coupled to anadditional car, whereb the cylinders of said car are gradually replenished with air, said latter mentioned means including a cylinder communicating with the air line pipe of the train, the. piston arranged to reciprocate in the cylinder, a piston rod, a pivoted segment arranged in advance of said lever and connected with the piston rod to be gradually moved out of the path of said lever when the piston in the cylinder is moved in one direction, by the air entering the cylinder of said train line.

In testimony whereof I affix my signature.

CARL E. TALLY. 

